Locomotive



Feb. 12, 1935. w. E. WOODARD LOGOMOTIVE Filed April 26, 1953 3 Sheets-Sheet 1 INVENTOR 2% W4 WOW-4M4 BY f I I I ATTORNEYS Feb. 12, 1935. w E, WOQDARD 1,991,239

Locomonvh Filed April 26, 1933 SShets-Shet. 2

INVENTOR BY I 3 ATTORNEYS Feb. 12, 1935".

W. E. WOODARD -3 Sheets-Sheet 3 INVENTOR Patented Feb. 12, 1935 UNITED, STATES PATIENT oFF1cE j g LOCOMOTIVE I William E. Woodard, Forest Hills,.N. Y. Application April 26, 1933, Serial No. 667,940

3 Claims.

reference to certain improvements in the structure of a locomotive whereby it is possible .to

more adequately balance the rotating and reciprocating weights on the driving wheels. The present invention supplements that which is disclosed and claimed in my copending application Serial No. 474,153, filed August 9, 1930.

Before proceeding with a more detailed statement of the objects of the invention or with a description of my improvements, it should be understood that in modern high power locomotives having a plurality of pairs of driving wheels it has become increasingly difiicult'toproperly counterbalance the rotating and reciprocating parts, particularly on the pair of wheels to which the main. driving rods are secured, i. e., those wheels to which the rods from the crossheadsare connected. In locomotives as heretofore constructed the space available for counterweights has been too small to permit applying to the wheels in question a counterbalance mass of sufficient weight or size to adequately balance the rotating and reciproeating parts, as a consequence of which many ofzthe large high power locomotives have been placed on the road with inadequate counterbalances.

This condition has definitely limited the speed at which such locomotives could be operated and has, therefore, markedly decreased their potential usefulness for the reason that such locomotives, in other respects, have a capacity for operation at much higher speeds. In instances where the higher speeds have been attempted, severe damage to the track has been encountered because of the heavy pounding efiects due to the inadequate balance of the parts.

The principal object of my invention is to provide an improved construction whereby it is possible to markedly increase the size and weight of the counterbalance masses so as to more closely approximate the theoretical ideal, if not even to actually attain it, whereby to make possible higher speed operation of the locomotive without danger either to the locomotive itself or to the track upon which it is operating.

More specifically stated, it is the object of my invention to provide a frame and load transmitting structure which are so constructed and arranged with respect to the driving wheels as to create a clear annular space surrounding the driving boxes at the inside of the driving wheels,

into which space a counterweight mass carried by the wheel can project.

How the foregoing objects are attained, together with such other objectsv as may here' inafter appear, or are incident to my invention, is disclosed in the accompanying drawings, and inthe following specification describing them. In the drawings: v

Fig.1 is a side elevation of that portion of a locomotive to which my improvements are 1o applied, thelocomotive illustrated having four 1 pairs of driving wheels, although the invention, of course, is not to be limited to any particular number of driving wheels.

Fig. 2 is aplan view of Fig. 1.

Fig. 3 is a section on the line 3 3 of Fig. 4.

Fig. 4 is a section on the line 4-4 of Fig. 1.

Fig. 5 is a secticn'on the line 55 of Fig.4.

Fig. 6 is a fragmentary plan view similar to Fig. 2, but showing only the axle associated with the driving wheels to which the main driving rod is secured, and

Fig. '7 is a section on the line 7-'7 of Fig. 1. It will be understood, of course, that Figs. 3 to '7 inclusive are on a scale which is much enlarged over Figs. 1 and 2. I

Upon examination of the drawings it will be seen that I haveprovided a frame construction having a central principal longitudinal stress member 8. This member has substantially verticalside walls 9 so that the member, as a whole, might be described as being of box-like character. At each of the driving axles 10, 11, 12 and 13 the sides 9 are curved inwardly as at 14 to provide suitable space for the reception of the driving boxes 15. It will be understood, of course, that the axle 10 is at therear end and the axle 13 at the forward end of the locomotive. Each axle carries a pair of driving wheels 10a, 11a, 12a, and 13a, and the main driving rod (not shown) is intended to be connected to the wheels 11a.

At the required intervals along each side the principal longitudinal stress member 8 is provided with suitable projections 16 which are constructed to form pedestal jaws 17 for the reception and positioning of the driving boxes 15. The customary pedestal binders 18 are applied below the jaws. A spring 20 rests on the 'top of each box. 50

Intermediate the projections 16 are additional projections 21 of box-likeform (see Fig.

7) in which are pivotally mounted the spring equalizing bars 22, the ends of these bars being connected to the ends of the springs by 55 means of the spring hangers 23. The ends of the springs opposite to those which are connected to the equalizing bars 22 are connected by similar hangers 23a, to suitable upward extensions 24 on the laterally extending portions 25 of the principal central longitudinal stress member. The portions 25 of the frame do not extend outwardly as far as the outer face of the pedestal jaws l7 and they run between the back faces of adjacent jaws, as clearly shown in the figures. Between each axle the frame is provided with a bottom web 26, the frame structure being formed in the shape of an inverted U 27 where it passes over each axle (see particularly Fig. 5).

The driving boxes are provided with the customary flanges 28 for embracing the pedestal jaws, as shown to best advantage in Fig. 6.

From inspection of the drawings it will be seen that the frame and the several portions of the load transmittingstructure are constructed and arranged so as to lie to the inside of the plane of the outer faces of the pedestal jaws whereby to provide a clear annular space around the axle immediately to the inside of the driving wheel, into which space I project a counterbalance 29 of greatly increased mass, the said counterbalance projecting from the plane of the inner face of the wheel toward the plane of the outer face of the pedestal jaws. The spring iies between the path of rotation of the counterweight and the plane of the outer wall 9 of the principal longitudinal stress memher as clearly shown in Fig. 4, and the springs, the spring hangers and the spring equalizing bars, i. e., the spring suspension means, in no way interfere with the application of the increased counterbalance.

What I claim is:

1. In a locomotive, the combination of frame structure having a central principal longitudinal stress member, pedestal jaws projecting therefrom at opposite sides thereof, driving boxes in said jaws, a driving axle journaled in said boxes, driving wheels on said axle, a spring resting on each box between the adjacent wheel and said longitudinal stress member, said spring lying inside the plane of the outer face of the pedestal jaws and said pedestaljaws and'said frame being so constructed and arranged as to present a clear annular space in the region of each wheel, which space extends from the inside of the wheel to the plane of the outer face of said spring, and a counterbalance on each driving wheel projecting inwardly beyond the inner face of the wheel toward the plane of the outer face of said jaws whereby to more adequately balance the rotating and reciprocating parts.

2. In a locomotive having a frame, a driving wheel with its journal and driving box, spring suspension means interposed between the driving box and the frame, said frame being characterized by the fact that it is provided with a central principal longitudinal stress member, and further by the fact that it has lateral projections thereon for positioning the driving box and for attachment of-the spring suspension means to the frame, and further by the fact that said lateral projections are so disposed as to present a clear annular space extending from the inside of the driving wheel to the spring suspension means, together with counterbalance means on the driving wheel projecting into said space, said counterbalance means being of increased capacity whereby to more adequately balance the rotating and reciprocating parts.

3. In a locomotive, the combination of frame structure having a central principal longitudinal stress member, pedestal jaws projecting therefrom at opposite sides thereof, driving boxes in said jaws, a driving axle journaled in said boxes, driving wheels on said axle, a spring resting on each box between the adjacent wheel and said longitudinal stress member, said pedestal jaws and said frame being so constructed and arranged as to present a clear annular space in the region of each wheel, which space extends from the inside of the Wheel to the plane of the outer face of said spring, and a counterbalance on each driving wheel projecting inwardly beyond'the inner face of the wheel toward the plane of the outer face of said jaws, said spring lying in said annular space between the path of rotation of said counterbalance and the plane of the outer wall of said longitudinal stress member.

WILLIAM E. WOODARD. 

